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Fitted on Sybarites Body, Fits similar sized dolls like RDG and Jamie Show
Includes Gown, Headpiece and Straight Jacket
Sale is for the doll fashion ONLY
For ordering information go to this link: cholodollcouturephilippines.blogspot.com/2014/07/sheer-ma...
"So many versions of just one memory,
and yet none of them were right or wrong.
Instead, they were all pieces.
Only when fitted together,
edge to edge,
could they even begin to tell the whole story."
Sarah Dessen (Just Listen)
Reburbished BR Class 37/9 37904 (37125) was one of four locomotives fitted with a Mirrlees engine and Brush main alternator and its weight increased to 120 tons. It was recorded approaching Llanwern with what I believed to be 6V77, the 23:20 Sun & SX Trainload Steel service from Mossend.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
Note odd red front door leaves fitted.This was one of the final half dozen unoverhauled LSs at HD which they hung onto while newer buses from other garages were done.Had short LT career due to being surplus when Loughton lost all its routes at the beginning of tendering but via Ensigns went to Maidstone then Nu-venture lasting well into the 1990s
Aston Martin DB4 (1958-63) Engine 3670cc S6 DOC Production 1110
Registration Number AVH 2 (Huddersfield)
ASTON MARTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759800132...
Introduced in 1958 as a replacement for the DB Mark III.
Launched at the 1958 London Motorshpw it became the first Aston Martin produced at the companies Newport Pagnall factory.
The body was of a lightweight Superleggra (tube frame) design by Carrozzeria Touring in Milan.
The 3.7 litre engine was designed by Tadek Marek, a double overhead cam straight-6, with cylinder head and block of cast R.R.50 aluminium alloy. with 240bhp produced by the twin-SU carburettor version. . Servo assisted Disc brakes were fitted all around, with early 11.5 in (292 mm) Dunlops being replaced by Girlings. The independent front suspension used ball-jointed wishbones and coil springs and the live rear axle also using coils springs with location by a Watt's linkage and rack and pinnion steering
There were five "series" of DB4s, with the most visible changes being the addition of window frames in Series II and the adoption of a barred (rather than eggcrate) grille in Series IV. The Series III cars differed from the earlier ones in having taillights consisting of three small lamps mounted on a chrome backing plate. Earlier cars have single-piece units and the last Series V cars of September 1962 have similar taillights but recessed The Series V also has a taller and longer body to provide more interior space, though the diameter of the wheels was reduced to keep the overall height the same. The front of the Series V usually was of the more aerodynamic style as already used on the Vantage and GT models, a style that was later carried over to the DB5 cars
With the introduction of the Series IV in 1961, a high-performance DB4 Vantage was also offered. It featured three SU carbs and special cylinder heads, increasing power to 266 hp Most Vantage models also used the enclosed headlights of the DB4 GT as well. In all, there were 136 saloons and 32 convertibles with the Vantage engine.
A tiny number of non-GT DB4s used the GT's more-powerful engine. This combination is often called a Vantage GT, though not all included the Vantage package and none was technically a GT.
Many thanks for a fantabulous 40,103,451 views
Shot at the Chateau Impney Hill Climb, Chateuu Impney, Droitwich 12 July 2015 - Ref 108-041
Film d'essai (test film) of the Pentacon lens "electric" 2.8/135mm fitted to my Praktica VLC3.
For the test, I chose here a 36-exposure Rollei 400S Retro (i.e. Agfa Aviphot 400) that was exposed for 400 ISO following the readings of the Praktica camera or a Minolta Autometer III fitted with a 10° finder privileging the shadow zones. The Agfa Aviphot is a super-panchromatic film coated on a thin polyester base with a water-soluble black anti-halation coat on the back that should be removed by two or three presoaking bathes before developing. The film sensitivity is extended to the near infrared 780 nm. The film is known to gives excellent results to reduce the atmospheric blur and offer a spectacular resolution and contrasts that could help with a tele lens. The view were made the camera hand held with the eye-level pentaprism finder including the fFresnel micro prisms focusing screen,, at 1/500s at aperture ranging from f/11 to the full aperture at f/2.8.
Rue Pouteau, October 29, 2022
69001 Lyon
France
After exposure the film was developed for 10 min 30s using Adox Adonal (same as the Agfa Rodinal) developer at dilution 1+25 and 20°C. The film was then digitalized using a Sony A7 body and a Minolta Slide Duplicator with a Minolta Auto Bellows III with a lens Minolta Bellow Macro Rokkor 50mm f/3.5.
About the lens:
The Pentacon electric 1:2.8 f=135mm is the former German Meyer-Optik Görlitz Orestor 2.8/135mm lens, conceived in the sixties on the basis of a Sonnar optical formula. The company and the lenses incorporated the VEB Pentacon Dresden, Germany, in the seventies. This sample was also modified to include the electric transmission of the aperture coupling. The Orestor has also a less common 100mm companion. The 135 mm was massively produced and most of the Praktica enthusiasts had the 2.8/135mm in their kit as a compact telephoto lens not too heavy to be transported anywhere.
About the camera:
The Praktica VLC is of the 3rd generation (VLC3, 1978-1981) and was manufactured by "VEB Pentacon" (formally Zeiss-Ikon) in Dresden, Germany. It came with orignal Pentacon accessories including, a shade hood for its normal lens Pentacon "electric Multi-coated" 1:1,8 f=50mm, a waist finder, a straight magnification finder, and the regular pentaprism. There are also 6 different focusing screens, the Pentacon hot shoe for a flash, lens and body caps, and a Praktica ever-ready case.
The camera has a CdS photometric circuitry powered by an unusual 4.5V battery that I replaced by a set of 3 LR44 alkaline batteries in series. As the ASAHI PENTAX Spomatic SP, the bridge circuit is insensitive to the voltage difference. To be independent of the finders, the cell is functioning behind the mirror as in the Topcon Super D or the Miranda Auto Sensorex EE.
This Praktica operates at full aperture using an electrical transmission of the aperture using 3 contacts on the M42 lens mount. It could however operates any non electric M42 lenses at real aperture too by acting on the rotary switch at the top left. As for the other Praktica of the L series the shutter is made of vertical steel curtains making the X-flash synchro at about 1/125 s.
Overall Pentacon produced 85 000 Praktica VLC between 1974 and 1981 among about 3 millions of Praktica "L" (LLC MTL TL L etc).
1976 MG Midget 1500.
Anglia Car Auctions, King's Lynn -
"Chassis number: GAN6169275G
This Midget has been subject to previous restoration. More recent works include an unleaded head conversion during 2018 and new hood fitted in 2019. It also benefits from a recently issued MoT. The history file includes a large quantity of receipts, restoration photos and MoTs. The mileage is recorded at 96,751."
Estimate - £3500 to £4500. Sold for £5088 including premium.
Stabled at the side of Toton depot is stored 08799, 6th November 2010.
Locomotive History
Originally D3967 it was built at Derby works and entered traffic in June 1960. It was initially allocated to St Blazey MPD in Cornwall but was almost immediately transferred to Old Oak Common and I suspect it never actually reached Cornwall. By 1962 it had moved west to Oxford and transferred to Reading around 1972 before heading for South Wales (Margam) ten years later. In October 1984 it received a classified repair at Swindon works, being fitted with dual train brakes and transferred to Gloucester on release. By 1991 it had moved north and was allocated to Allerton and by 2003 it was at Doncaster. In August 2008 it was transported to St Blazey (its initial brief allocation in 1960 and so actually has reached Cornwall) and spent the next eighteen months as the Fowey docks pilot until placed in store at St Blazey in February 2010. It arrived at Toton in April 2010 and is currently (June 2012) dumped in the training compound.
4710 started life as part of the first batch of National 2 series 2’s allocated to Northern General’s Philadelphia depot. Here it replaced the last of the manual Leyland leopards and also did the NCB miners contracts.
By 1987 (after de-regulation), 4710 was repainted into the then new Go-Ahead Northern red and white livery. Still in service at Philadelphia it ran for 2 years before moving to Bensham Works where it underwent refurbishment returning it to almost brand new condition.
This involved removing every running component and renewing it along with all the hydraulics and water/fuel pipework. It also had the main electrical harnesses replaced. The engine, gearbox, front and rear axles were also reconditioned.
It re-entered service at Philadelphia in September 1990. At this stage it would have a sticker of Penshaw Monument above the nearside flank flasher to indicate it was a Wear Bus.
In 1992, 4710 spent 5 months allocated to Sunderland Park Lane depot. Here it replaced some of the last Mk 1 Nationals until it was replaced itself by the new Leyland Lynx that had just been bought. The Lynx introduced the previous year had originally been billed as the National Mark 3 but due to NBC no longer existing, Leyland turned to its Big Cats naming convention. The Lynx was powered by a Gardner engine and had a ZF 4 speed automatic gearbox and had 40 BHP more than the standard 680 of the National 2. By this time however some National 2’s had the more powerful TL11 245 engine fitted. 4710 never got this engine and stayed 680powered until 1998.
Allocations
7/81 New to Northern General Transport at Philadelphia
7/90 De-licenced for COF refurbishment at Bensham Central Works
2/92 Sunderland Park Lane
12/97 OK Travel unit at Philadelphia
7/98 Go Wear Buses Deptford
11/02 Go Gateshead Training Fleet
7/06 Sold to the North East Bus Preservation Trust (NEBPT)
1/13 Sold to the Northern National Restoration Group
Liveries
7/81 NBC Poppy red
1/87 Northern red & white
12/92 Wear Buses Green & Grey
11/00 Go Wear Buses Corporate livery
DISCLAIMER
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The MiG-37Sh (Sh = shturmovik) was a heavily modified version of the basic MiG-37 stealth attack and reconnaissance plane. Dissatisfaction with the basic MiG-37 sans suffixe in the air-to-ground role, esp. due to its limited internal weapon load and agility at low level of flight, and the need to replace the ageing Russian MiG-27 and early Su-25 fleet after the millennium led to a further and radical development of the basic airframe, while keeping the proven stealth features.
The resulting 'Sh' variant was consequently optimized for all-weather ground attack, with a focus on a high chance of survival in front line service as well as an improved low-level handling and loiter time.
The 2nd generation 'Sh' prototype flew in summer 1999. A small number of MiG-37Sh has been built since, and in the long line of the MiG-37 development the aircraft received the NATO code ‘Ferret G’. Probably 20 of these machines serve alongside 1st generation versions of the MiG-37. Lack of funds seems to hamper large-scale production, even though the type already proved its effectiveness, e .g. in the Chechen conflict (see below).
Most visible difference of the new 'Sh' to its predecessors was a completely new wing. This new design featured a bigger wing span, lower sweep, a much higher aspect ration and also a much bigger profile. This new wings, together with the type's typical medium grey RAM surface coating, quickly earned it the nickname ‘бе́лая сова́ ‘ (‘Snowy owl’).
The new wings' anhedral had to be strongly reduced and the bigger internal wing space not only allowed additional fuel tanks to be integrated.
The more rigid wing structure now also allowed the optional attachment of two hardpoint per wing for external ordnance loads, the inner ones being able to carry 1.000kg, the outer ones 500kg. The inner pair is ‘wet’ for PTB-800 drop tanks in ferry configuration, there seems to be no provision for an IFR probe installation. But compared to the 1st generation MiG-37 versions, this new feature considerable expands the offensive potential, esp. for long range deployment or when the plane is simply on a non-stealthy mission.
Another new feature was a downward-sloping nose profile for improved pilot visibility. It also holds the highly effective Kyra-23 laser-television sighting system, which includes an A/W TV camera, a missile guidance antenna and integrates an S-31E2 KOLS, a combined laser rangefinder and IRST. This system more or less replaces an active, radar-based fire control system and is also installed on MiG-29 and Su27 interceptors. It provides exceptional gun-laying accuracy and is used for both air-to-ground guidance as well as to track and combat low-flying planes, helicopters and even cruise missiles.
The Mig-37Sh's PrNK-23K nav/attack system was borrowed from the sophisticated MiG-27K. It provides automatic flight control, gun firing, and weapons release. The capabilities of the aircraft in the ASM role are being enhanced by the incorporation of modern avionics systems consisting primarily of two Multi-Function Displays (MFDs) Mission and Display Processor (MDP), Sextant Ring Laser Gyros (RLG INSI), combined GPS/GLONASS navigation, HUD with UFCP, Digital Map Generator (DMG), jam-resistant Secured Communication, stand-by UHF communication, data link and a comprehensive Electronic Warfare (EW) Suite. A mission planning and retrieval facility, VTR and HUD Camera are also fitted.
The aircraft retains stand-by (conventional) instrumentation, including artificial horizon, altimeter and airspeed indicator, to cater for the failure of HUD and the MFDs. The modified plane also received much-improved electronic and Infra red countermeasure (ECM & IRCM) systems, including an SPO-15 radar homing & warning system (RHAWS) and an SO-69 identification-friend-or-foe (IFF) transponder.
Additional kevlar cockpit armour plates were installed. The undercarriage was revised to facilitate operation from poorer-quality airfields. It has a much simpler design and also allows more room under the plane for easier maintenance.
In order to improve agility, the MiG-37Sh received two Klimov RD-33MK turbofans (the same as used in the MiG-29MK, without afterburner and a special nozzle arrangement which adds cold air for a reduced IR signature) and modified vectored trust nozzles. The latter are still 2D, as featured on the original MiG-37 design, but can now move independently so that roll and slow speed manoeuvrability are considerably enhanced – the MiG-37Sh is not solely a ground attack aircraft, it is also supposed to take on attack helicopters and even cruise missiles near ground level. Rumor has it that its agility is immense, largely limited by the g-forces the pilot can accept.
With the emphasis on strike and low-level attack requirements, a fixed single-barreled GSh-30-1 30mm cannon with 300 rounds was installed in a shallow fairing under the plane’s starboard belly. It features a closable nozzle, so that the radar and also IR signature of the weapon is minimized – it is only exposed when actually made ready to fire.
Compared to the MiG-37 sand suffix, provisions were made to mount more weapons, mainly missiles and precision-guided munitions against ground targets. Self defence and limited air-to-air capability was also on the designers’ agenda. Therefore, and thanks to the bigger fuel capacitiy in the bigger wing tanks, two additional internal weapon bays could be incorporated into the lower wing roots.
These are to store a single, compact R-60/AA-8 "Aphid" IR missile each, leaving the original weapon bays free for offensive armament like a single KAB-500 guided bomb in each of them.
Overall, the offensive potential of the ‘Sh’ variant increased tremendously compared to the 1st generation MiG-37 types: thanks to its uprated engines and the new wings with greater lift, the MiG-37Sh can carry up to 3 tons of weaponry, about 40% more than the original MiG-37 sans suffix. It is able to deliver strikes with much more accuracy, in all weather conditions and with a much higher chance of survivability in hostile environment.
MiG-37 actively took part in the Russian Army's operations against rebels in the Chechen Republic. In December 2000, a pair of early production MiG-37Sh from Lipetsk-based 970 IISAP (Instructional & Test Composite Air Regiment) arrived to the area, accompanied by several Su-25, to provide reconnaissance and target designation in the conflict theatre.
The MiG-37Sh were quickly thrown into action: On 6 January 2001, the MiG-37Sh used live weapons against a real enemy for the first time. On 9 January, at the entry into a mountain gorge in the area of a settlement named Komsomolskoye, a single MiG-37Sh used Kh-29L missiles to destroy a warehouse full of ammunition belonging to Chechen insurgents.
On 6 February, in the forest-covered mountain area to the south of the village of Tsentoroj, the strike group composed of two MiG-37Sh and two Su-25 discovered and, from a range of 3 km, destroyed a fortified camp of insurgents using KAB-500L guided bombs.
14 February, saw a similar strike group carrying out a "hunting" mission in the area of Oak-Yurt and Hatun. In difficult conditions, pilots found and destroyed eight targets. These missions tested the type's airframe, as well as its on-board systems and armament. Its successful performance in difficult, mountainous terrain once again confirmed the usefulness of the many advanced features of the MiG-37Sh design, including its power and manoeuvrability.
It is unclear if the type has been used in combat since, e .g. in Afghanistan. It has participated in a number of exercises, though, including "Boundary 2004" which took place on the Edelweiss mountain range in Kyrgyzstan, in August 2004. Once again the "Ferret G" demonstrated its advantages by operating at a high altitude and an air temperature of more than 30 °C. Among other sorties, a single MiG-37Sh provided cover for the landing of troops, taking down two Ka-50 helicopters in mock air combat, and then successfully worked on ground targets using its precision weapons as well as unguided rockets.
General characteristics:
Crew: 1
Length: 53 ft 6 in (16.34 m)
Wingspan: 43 ft 1 1/2 in (13.18 m)
Height: 10 ft 9 in (3,24m)
Empty weight: 24.250 lbs (11.000 kg)
Loaded weight: 33.730 lbs (15.300 kg)
Max. takeoff weight: 39,690 lbs (18.000 kg)
Performance:
Maximum speed: 610 mph (980 km/h)
Range: 1.030 miles (1.650 km)
Service ceiling: 39.400 ft (12.000 m)
Rate of climb: 12.960 ft/min (72 m/s)
Engine: 2 Klimov RD-33MK turbofans w/o afterburner rated at 53.0 kN (11,900 lbs.), fitted with 2D vectored thrust nozzles
Armament:
1× GSh-30-1 30mm cannon with 300 rounds .
Four internal weapon bays (two bays for a single AA-8 "Aphid" or a twin ‘Igla’ light air-to-air missile starter; two bays in tandem fore and aft the main gear wells for various weapons incl. guided missiles and bombs).
Four external hard points (2 under each inner wing); total internal and external weapon ordnance 3.000kg.
Five UV-26 dispensers in the tail section (w. 120 chaff/flare cartridges in each pod)
The kit and its assembly:
I guess that everyone who is into whiffy model is familiar with Italieri’s fantasy MiG-37B kit from 1988, and I already built 3 of them since then.
Nevertheless, with my recent interest in Soviet/Russian air industries I felt an itch to build another (better) one, this time with major modifications. Esp. the stubby wings and the senselessly wide and low MiG-23-style landing gear had always been points that did not truly convince me. And since I had such a kit in 1:72th scale in store, I took action.
Surprisingly, you find a lot of individual conversions of the ‘Ferret E’ kit in the Internt. Many are colourful, but few are IMHO convincing as a complete work, lacking thought about the plane’s concept or mission. So, here’s my take on it, the ‘Snowy Owl’ version. All in all I wanted to present a realistic and optimized ground attack plane, based on the original and pretty interesting MiG-37 design, pushing my personal “Sh” version towards Su-25, MiG-27 and even Su-24 ground attack aircraft.
Most obvious change concerns the wings. These were taken from an F-117 donation kit, a horrible thing (probably the early Revell kit) that a friend gave me. Installing them to the fuselage was tough, since they are much thicker than the original, stubby wing spades!
A new landing gear, borrowed from an F-18, and a new nose section (built from scratch & putty and inspired by the installation on MiG-27 fighter bombers) were further changes. Other modifications include additional weapon bays for short range AAMs under the wing gloves à la F-22, the narrow gun fairing nect to the front wheel well and the auxiliary air intake doors on the upper side.
The engine exhaust area has been modified, since I wanted to get away with the original tabletops that are supposed to be vectored nozzles(?). I added some side panels, made from styrene sheet, as well as a central divider, which now offers space for some warning sensors and chaff dispensers. The vectored nozzles were re-built from the original parts as well as styrrene profiles.
Minor changes were made to several antennae and sensors all around the plane. The cockpit was left more or less OOB – it is pretty detailed, and together with the landing gear one of the original kit’s highlights. I just added a Matchbox pilot figure and some details behind the ejection seat.
The weapons come from the scrap box: the AA-8's belong to the ESCI Ka-34 whif Hokum helicopter, the guided bombs are fantasy weapons built from scratch.
Painting/Finish
A tough task from a creative point of view. I neither wanted the stereo-typical all-black stealth look, nor a Russian tactical paint scheme (even though the latter would have been appropriate for the aircraft's role).
A Flanker scheme or even the garish Su-34 ‘Greenbottle Fly’ look also did not seem appropriate, as well as the Su-24-inspired light grey/white livery which is suggested in the OOB kit.
Since I wanted something murky and mysterious, still with a kind of prototype look, I finally settled on two simple grey tones: a uniform medium grey for the upper sides (Testors 2059, 'Dark Sea Grey') and for a twist, a dark grey for the undersides (Testors 1592, RAL 7021 'Schwarzgrau').
I find that such simple designs make a whif plane much more realistic than flamboyant colours or weird paint schemes – leave this to “real” planes in whiff guises. Another factor for this all-grey livery is that I wanted to use the (many) light grey OOB stencil decals, making them stand subtly out against the darker shades below. Lighter shades of grey and ochre were used for antennae, di-electric covers and the wings' leading edges.
The cockpit was painted in typical Russian Blue-Green, air intakes, air brakes and the landing gear with its wells were, after consulting pictures of modern Russian fighters, painted in Barley Grey (Humbrol 167).
The wheels received dark green disks (Humbrol 149), the bomb/missile bays were - as a contrast - painted in a chromate primer color (a mix of Humbrol 81 and 225, Olive Yellow and Mid-Stone), a detail I found on photographs of Tu-95 and Tu160 interiors. Looks weird, but: why not?
Unfortunately, the final matte varnish ended in a minor disaster: I used a water-based, acryllic matt varnish (for a VERY matt finish), but it reacted with both some decals and the enamel paint, not certain why? Probably not enough stirring, and the Begemot decals seem to be very sensitive to humidity and setting solution.
Originally, the machine sported neat low-viz Russian insignia (just red outlines for the stars, featured e .g. on Suchoi’s T-50/PAK FA prototype) from a Begemot decal sheet (called “Demo Flankers” – it is massive, featuring decals for almost 20 prototypes with all markings and the respective paint schemes in a booklet!). They looked great, but crincled under the matt varnish and had to be scraped off, together with some other Begemot decals.
Hence, the final finish of the kit is not the best, I tried to save as much as possible. Since I did not want to invest into another aftermarket decal sheet, I used the light and dark red, opaque Red Stars without outlines from the original Italeri decal sheet. With the light and dark grey as backgorund the result is O.K., but I had another outcome envisaged. :(
All in all, though, a small but catchy project. Not as good as planned, but an attempt to make more of the wacky Italeri MiG-37 than just another black piece of charcoal.
Finally got the bottom brace fitted on 22 Oct
He said that he can see the top teeth have already started to move!
The last weekend of the month, and the first after pay day, which means I could order some socks. And at Tesco I could replenish the wine stocks with a box of 3l of te cheapest red.
Being the end of January, it is now getting light when we set off for Tesco, the neon lights of the retail park at Whitfield as daylight grows stronger. Somehow we had used double the fuel as last week, with only an half hour's drive to Stodmarsh last week being the extra driving we did.
Tesco has Valentine's cards, presents and also Easter eggs and other stuff celebrating days in the forthcoming months.
We had a list of stuff to get, not just beer and wine, and lots of vegetables as we are having Jen, Mike and his new girlfriend over for lunch on Sunday.
If I remember to get the chicken out of the freezer, of course.
That all done, and somehow, ten quid cheaper than last week even with wine and Belgian beer, we headed home for first breakfast, coffee, then bacon butties and more brews once we had put the shopping away.
At ten we went out, only for a warning light to come on as the engine turned over. It seems a bulb in the headlight had gone, but the car knew which one it was. On the way to Lyminge, there is a Halfords, now that the one on Dover closed over the pandemic, so we tootled along the A20, over the top of Shakespeare Down and into town.
Jools found the bulb and a nice young lady fitted it for us, getting access from the wheelarch via a small panel. All done in ten minutes for fifteen quid.
And road legal again.
Back onto the motorway for the one junction before taking the turning for the back road to Hythe, though we headed inland through Etchinghill to Lyminge. And I realised it was years since we had driven this road, as we have been coming to the orchid fields through Barham usually, not from Folkestone.
The road climbs and turns round the foot of the downs before levelling out as it approaches Lyminge.
We go through the village, past the rows of the parked cars, and the small library in the building of the village railway station once the line from Folkestone to Canterbury closed at the end of the 50s.
The village of Lyminge stretches along the main road and around the former station, but the church is situated a short way along Church Street (of course), on a low mound, from under which the largest winterbourne, The Nailbourne, rises. It has been a site of worship since Roman times, maybe even before then.
We were here because in 2019, major excavations revealed the remains of the 7th century chapel of Queen Ethelburga. It was uncovered under the path that now leads under the single flying buttress to the porch, and since the dig ended, the path relaid, but with the outline of the chapel clearly showing in different colour tarmac.
I photographed the stained glass, as the ongoing plan to revisit churches already done, but with the big lens as I always seem to find something new to do in them. This time the glass through the big glass of the zoom lens.
Before leaving we walk down to the Well to revisit the source of the Nailbourne, some twenty feet below the road, the clear and cold waters of the bourne come bubbling out of the ground before meandering across the verdant meadow.
Just up the valley is Elham itself, I have photographed it well in the past, but the plan is to redo with windows with the big lens and the fittings too.
The church sits to the south of a small square, one of the village pubs is opposite, though is currently closed for renovation. The church was unlocked, and the door ajar, so I went in.
The church is ancient, but most of what you notice is from work done in the first decade of the 20th century, giving it the feeling of being "high".
Dominating the west end is the organ in its loft, it really is very imposing and wouldn't look out of place in a City church.
We set the sat nav for home, and it leads us down to the bottom of the valley and up the other side through Acris. The bed of the Nailbourne was already dry, despite it being just a mile from the source, because the water table isn't high enough, and the water seeps through the chalk bedrock instead.
We travel down lanes that got ever narrower, with grass growing between the wheeltracks. The road much less travelled for sure.
At Swingfield, we were greeted by the sweep of a hedge made of native dogwood, its new shoots showing starkly red in the sunshine against the clear blue sky. We stop to take shots.
We get home in time for a brew and a chocolate bar before the football was going to start. But I had other plans, as I made tagine for our early dinner. Which, we ate before four as it smelled so darned good bubbling away in the oven.
Some flavoured couscous to go with it, and a glass of red vin out of the box.
Lovely.
Scully and I sit on the sofa until half seven in the evening, either listening to the reports of the three o'clock games, or watching the evening kick off.
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The church stands in the village square removed from the main road. The flint rubble construction and severe restoration of the exterior does not look welcoming, but the interior is most appealing with plenty of light flooding through the clerestory windows. The rectangular piers of both north and south arcades with their pointed arches and boldly carved stops are of late twelfth-century date. Between them hang some eighteenth-century text boards. The character of the church is given in the main by late nineteenth- and early twentieth-century work. The high altar has four charmingly painted panels by John Ripley Wilmer in Pre-Raphaelite style, executed in 1907. At the opposite end of the church are the organ loft, font cover and baptistry, all designed by F.C. Eden, who restored the church in the early 1900s. He also designed the west window of the south aisle as part of a larger scheme which was not completed. In the south chancel wall are two windows of great curiosity. One contains a fifteenth-century figure of St Thomas Becket while the other shows figures of David and Saul. This dates from the nineteenth century and was painted by Frank Wodehouse who was the then vicar's brother. The face of David was based on that of Mme Carlotta Patti, the opera singer, while Gladstone and Disraeli can be identified hovering in the background! It is a shame that it has deteriorated badly.
www.kentchurches.info/church.asp?p=Elham
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ELEHAM,
OR, as it is as frequently written, Elham, lies the next parish south-eastward from Stelling. It was written in the time of the Saxons both Uleham and Æiham, in Domesday, Albam. Philipott says, it was antiently written Helham, denoting the situation of it to be a valley among the hills, whilst others suppose, but with little probability, that it took its name from the quantity of eels which the Nailbourn throws out when it begins to run. There are Seven boroughsin it, of Bladbean, Boyke, Canterwood, Lyminge, Eleham, Town, Sibton, and Hurst.
Eleham is said to be the largest parish in the eastern parts of this county, extending itself in length from north to south, through the Nailbourn valley, about three miles and an half; and in breadth five miles and a half, that is, from part of Stelling-minnis, within the bounds of it, across the valley to Eleham down and Winteridge, and the southern part of Swinfield-minnis, almost up to Hairn-forstal, in Uphill Folkestone. The village, or town of Eleham, as it is usually called, is situated in the above-mentioned valley, rather on a rise, on the side of the stream. It is both healthy and pleasant, the houses in it being mostly modern and wellbuilt, of brick and fashed. As an instance of the healthiness of this parish, there have been within these few years several inhabitants of it buried here, of the ages of 95, 97, and 99, and one of 105; the age of 40 years being esteemed that of a young person, in this parish. The church, with the vicarage on the side of the church-yard, is situated on the eastern side of it, and the court lodge at a small distance from it. This is now no more than a small mean cottage, thatched, of, I believe, only two rooms on a floor, and unsit for habitation. It appears to be the remains of a much larger edifice, and is built of quarry-stone, with small arched gothic windows and doors, the frames of which are of ashlar stone, and seemingly very antient indeed. It is still accounted a market-town, the market having been obtained to it by prince Edward, afterwards king Edward I. in his father's life-time, anno 35 Henry III. to be held on a Monday weekly, which, though disused for a regular constancy, is held in the market-house here once in five or six years, to keep up the claim to the right of it; besides which there are three markets regularly held, for the buying and selling of cattle, in every year, on Palm, Easter, and Whit Mondays, and one fair on Oct. 20th, by the alteration of the stile, being formerly held on the day of St. Dionis, Oct. 9, for toys and pedlary. The Nailbourn, as has been already mentioned before, in the description of Liminage, runs along this valley northward, entering this parish southward, by the hamlet of Ottinge, and running thence by the town of Eleham, and at half a mile's distance, by the hamlet of North Eleham, where there are several deep ponds, in which are from time to time quantities of eels, and so on to Brompton's Pot and Wingmere, at the northern extremity of this parish. The soil in the valley is mostly an unfertile red earth, mixed with many flints; but the hills on each side of it, which are very frequent and steep, extend to a wild romantic country, with frequent woods and uninclosed downs, where the soil consists mostly of chalk, excepting towards Stelling and Swinfield minnis's, where it partakes of a like quality to that of the valley, tance,by the hamlet of North Eleham, where there only still more poor and barren. At the north-west corner of the parish, on the hill, is Eleham park, being a large wood, belonging to the lord of Eleham manor.
Dr. Plot says, he was informed, that there was the custom of borough English prevailing over some copyhold lands in this parish, the general usage of which is, that the youngest son should inherit all the lands and tenements which his father had within the borough, &c. but I cannot find any here subject to it. On the contrary, the custom here is, to give the whole estate to the eldest son, who pays to the younger ones their proportions of it, as valued by the homage of the manor, in money.
At the time of taking the survey of Domesday, anno 1080, this place was part of the possessions of the bishop of Baieux, under the general title of whose lands it is thus entered in it:
In Honinberg hundred, the bishop of Baieux holds in demesne Alham. It was taxed at six sulins. The arable land is twenty-four carucates. In demesne there are five carucates and forty-one villeins, with eight borderers having eighteen carucates. There is a church, and eight servants, and two mills of six shillings, and twenty eight acres of meadow. Wood for the pannage of one hundred hogs. In the time of king Edward the Confessor, and afterwards, it was worth thirty pounds, now forty, and yet it yields fifty pounds. Ederic held this manor of king Edward.
Four years after the bishop was disgraced, and all his possessions were consiscated to the crown, whence this manor seems to have been granted to William de Albineto, or Albini, surnamed Pincerna, who had followed the Conqueror from Normandy in his expedition hither. He was succeeded by his son, of the same name, who was made Earl of Arundel anno 15 king Stephen, and Alida his daughter carried it in marriage to John, earl of Ewe, in Normandy, whose eldest son Henry, earl of Ewe, was slain at the siege of Ptolemais in 1217, leaving Alice his sole daughter and heir, who entitled her husband Ralph D'Issondon to the possession of this manor, as well as to the title of earl of Ewe. She died in the reign of king Henry III. possessed of this manor, with the advowson of the church, and sealed with Barry, a label of six points, as appears by a deed in the Surrenden library; after which it appears to have come into the possession of prince Edward, the king's eldest son, who in the 35th year of it obtained the grant of a market on a Monday, and a fair, at this manor, (fn. 1) and afterwards, in the 41st year of that reign, alienated it to archbishop Boniface, who, left he should still further inflame that enmity which this nation had conceived against him, among other foreigners and aliens, by thus increasing his possessions in it, passed this manor away to Roger de Leyborne, who died possessed of it in the 56th year of that reign, at which time it appears that there was a park here; (fn. 2) and in his name it continued till Juliana de Leyborne, daughter of Thomas, became the sole heir of their possessions, from the greatness of which she was usually called the Infanta of Kent. She was thrice married, yet she had no issue by either of her husbands, all of whom she survived, and died in the 41st year of king Edward III. upon which this manor, among the rest of her estates, escheated to the crown, there being no one who could make claim to them, by direct or even by collateral alliance. (fn. 3) Afterwards it continued in the crown till king Richard II. vested it in feoffees in trust, towards the endowment of St. Stephen's chapel, in his palace of Westminster, which he had in his 22d year, completed and made collegiate, and had the year before granted to the dean and canons this manor, among others, in mortmain. (fn. 4) All which was confirmed by king Henry IV. and VI. and by king Edward IV. in their first years; the latter of whom, in his 9th year, granted to them a fair in this parish yearly, on the Monday after Palm-Sunday, and on the Wednesday following, with all liberties, &c. In which situation it continued till the 1st year of king Edward VI. when this college was, with all its possessions, surrendered into the king's hands, where this manor did not continue long; for the king in his 5th year, granted it to Edward, lord Clinton and Saye, and he reconveyed it to the crown the same year. After which the king demised it, for the term of eighty years, to Sir Edward Wotton, one of his privy council, whose son Thomas Wotton, esq. sold his interest in it to Alexander Hamon, esq. of Acrise, who died in 1613, leaving two daughters his coheirs, the youngest of whom Catherine, married to Sir Robert Lewknor, entitled him to it; he was at his death succeeded by his son Hamon Lewknor, esq. but the reversion in see having been purchased of the crown some few years before the expiration of the above-mentioned term, which ended the last year of king James I.'s reign, to Sir Charles Herbert, master of the revels. He at the latter end of king Charles I.'s reign, alienated it to Mr. John Aelst, merchant, of London; after which, I find by the court rolls, that it was vested in Thomas Alderne, John Fisher, and Roger Jackson, esqrs. who in the year 1681 conveyed it to Sir John Williams, whose daughter and sole heir Penelope carried it in marriage to Thomas Symonds, esq. of Herefordshire, by the heirs of whose only surviving son Thomas Symonds Powell, esq. of Pengethley, in that county, it has been lately sold to Sir Henry Oxenden, bart. who is now entitled to it.
A court leet and court baron is held for this manor, which is very extensive. There is much copyhold land held of it. The demesnes of it are tithe-free. There is a yearly rent charge, payable for ever out of it, of 87l. 13s. 1d. to the ironmongers company, in London.
Shottlesfield is a manor, situated at the southeast boundary of this parish, the house standing partly in Liminge, at a small distance southward from the street or hamlet of the same name. It was, as early as the reign of king Edward II. the inheritance of a family called le Grubbe, some of whom had afterwards possessions about Yalding and Eythorne. Thomas le Grubbe was possessed of it in the 3d year of that reign, and wrote himself of Shottlesfeld, and from him it continued down by paternal descent to John Grubbe, who in the 2d year of king Richard III. conveyed it by sale to Thomas Brockman, of Liminge, (fn. 5) whose grandson Henry Brockman, in the 1st year of queen Mary, alienated it to George Fogge, esq. of Braborne, and he, in the beginning of queen Elizabeth's reign, sold it to Bing, who, before the end of that reign, passed it away to Mr. John Masters, of Sandwich, from whom it descended to Sir Edward Masters, of Canterbury, who at his decease, soon after the death of Charles I. gave it to his second son, then LL. D. from whose heirs it was alienated to Hetherington, whose last surviving son the Rev. William Hetherington, of North Cray place, died possessed of it unmarried in 1778, and by will devised it, among his other estates, to Thomas Coventry, esq. of London, who lately died possessed of it s. p. and the trustees of his will are now entitled to it.
The manor of Bowick, now called Boyke, is situated likewise in the eastern part of this parish, in the borough of its own name, which was in very antient times the residence of the Lads, who in several of their old evidences were written De Lad, by which name there is an antient farm, once reputed a manor, still known, as it has been for many ages before, in the adjoining parish of Acrise, which till the reign of queen Elizabeth, was in the tenure of this family. It is certain that they were resident here at Bowick in the beginning of king Henry VI.'s reign, and in the next of Edward IV. as appears by the registers of their wills in the office at Canterbury, they constantly stiled themselves of Eleham. Thomas Lade, of Bowick, died possessed of it in 1515, as did his descendant Vincent Lade in 1563, anno 6 Elizabeth. Soon after which it passed by purchase into the name of Nethersole, from whence it quickly afterwards was alienated to Aucher, and thence again to Wroth, who at the latter end of king Charles I.'s reign sold it to Elgar; whence, after some intermission, it was sold to Thomas Scott, esq. of Liminge, whose daughter and coheir Elizabeth, married to William Turner, esq. of the Friars, in Canterbury, at length, in her right, became possessed of it; his only surviving daughter and heir Bridget married David Papillon, esq. of Acrise, and entitled him to this manor, and his grandson Thomas Papillon, esq. of Acrise, is the present owner of it.
Mount and Bladbean are two manors, situated on the hills, on the opposite sides of this parish, the former near the eastern, and the latter near the western boundaries of it; the latter being antiently called Bladbean, alias Jacobs-court, a name now quite forgotten. Both these manors appear to have been in the reign of the Conqueror, part of the possessions of Anschitillus de Ros, who is mentioned in Domesday as holding much land in the western part of this county, their principal manor there being that of Horton, near Farningham. One of this family made a grant of it to the Cosentons, of Cosenton, in Aylesford, to hold of their barony of Ros, as of their manor of Horton before-mentioned, by knight's service. In the 7th year of Edward III. Sir Stephen de Cosenton obtained a charter of freewarren for his lands here. He was the son of Sir William de Cosenton, sheriff anno 35 Edward I. and was sometimes written of Cosenton, and sometimes of Mount, in Eleham. At length his descendant dying in the beginning of king Henry VIII.'s reign, without male issue, his three daughters, married to Duke, Wood, and Alexander Hamon, esq. became his coheirs, and shared a large inheritance between them, and upon their division of it, the manor of Bladbean, alias Jacobs-court, was allotted to Wood, and Mount to Alexander Hamon.
The manor of Bladbean, alias Jacobs-court, was afterwards alienated by the heirs of Wood to Thomas Stoughton, esq. of St. Martin's, near Canterbury, who by will in 1591 (fn. 6) gave this manor, with its rents and services, to Elizabeth his daughter and coheir, married to Thomas Wilde, esq. of St. Martin's, whose grandson Colonel Dudley Wilde, at his death in 1653, s. p. devised it to his widow, from whom it went by sale to Hills, and Mr. James Hills, in 1683, passed it away to Mr. Daniel Woollet, whose children divided this estate among them; a few years after which John Brice became, by purchase of it at different times, possessed of the whole of it, which he in 1729 conveyed by sale to Mr. Valentine Sayer, of Sandwich, who died possessed of it in 1766, and the heirs of his eldest son Mr. George Sayer, of Sandwich, are now entitled to it.
The manor of Mount, now called Mount court, which was allotted as above-mentioned, to Alexander Hamon, continued down to his grandson, of the same name, who died possessed of it in 1613, leaving two daughters his coheirs, the youngest of whom, Catherine, entitled her husband Sir Robert Lewknor, to it, in whose descendants it continued till Robert Lewknor, esq. his grandson, in 1666, alienated it, with other lands in this parish, to Thomas Papillon, esq. of Lubenham, in Leicestershire, whose descendant Thomas Papillon, esq. of Acrise, is the present proprietor of it.
Ladwood is another manor in this parish, lying at the eastern boundary of it, likewise on the hills next to Acrise. It was written in old evidences Ladswood, whence it may with probability be conjectured, that before its being converted into a farm of arable land, and the erecting of a habitation here, it was a wood belonging to the family of Lad, resident at Bowick; but since the latter end of king Edward III.'s reign, it continued uninterrupted in the family of Rolse till the reign of king Charles II. soon after which it was alienated to Williams, in which name it remained till Penelope, daughter of Sir John Williams, carried it in marriage to Thomas Symonds, esq. the heirs of whose only surviving son Thomas Symonds Powell, esq. sold it to David Papillon, esq. whose son Thomas Papillon, esq. now possesses it.
The manor of Canterwood, as appears by an old manuscript, seemingly of the time of Henry VIII. was formerly the estate of Thomas de Garwinton, of Welle, lying in the eastern part of the parish, and who lived in the reigns of Edward II. and III. whose greatgrandson William Garwinton, dying s. p. Joane his kinswoman, married to Richard Haut, was, in the 9th year of king Henry IV. found to be his heir, not only in this manor, but much other land in these parts, and their son Richard Haut having an only daughter and heir Margery, she carried this manor in marriage to William Isaak. After which, as appears from the court-rolls, which do not reach very high, that the family of Hales became possessed of it, in which it staid till the end of queen Elizabeth's reign, when it went by sale to Manwood, from which name it was alienated to Sir Robert Lewknor, whose grandson Robert Lewknor, esq. in 1666 sold it, with other lands in this parish already mentioned, to Thomas Papillon, esq. of Lu benham, in Leicestershire, whose descendant Thomas Papillon, esq. of Acrise, is the present owner of it.
Oxroad, now usually called Ostrude, is a manor, situated a little distance eastward from North Eleham. It had antiently owners of the same name; Andrew de Oxroad held it of the countess of Ewe, in the reign of king Edward I. by knight's service, as appears by the book of them in the king's remembrancer's office. In the 20th year of king Edward III. John, son of Simon atte Welle, held it of the earl of Ewe by the like service. After which the Hencles became possessed of it, from the reign of king Henry IV. to that of king Henry VIII. when Isabel, daughter of Tho. Hencle, marrying John Beane, entitled him to it, and in his descendants it continued till king Charles I.'s reign, when it was alienated to Mr. Daniel Shatterden, gent. of this parish, descended from those of Shatterden, in Great Chart, which place they had possessed for many generations. At length, after this manor had continued for some time in his descendants, it was sold to Adams, in which name it remained till the heirs of Randall Adams passed it away by sale to Papillon, in whose family it still continues, being now the property of Thomas Papillon, esq. of Acrise.
Hall, alias Wingmere, is a manor, situated in the valley at the northern boundary of this parish, next to Barham, in which some part of the demesne lands of it lie. It is held of the manor of Eleham, and had most probably once owners of the name of Wigmere, as it was originally spelt, of which name there was a family in East Kent, and in several antient evidences there is mention made of William de Wigmere and others of this name. However this be, the family of Brent appear to have been for several generations possessed of this manor, and continued so till Thomas Brent, of Wilsborough, dying in 1612,s. p. it passed into the family of Dering, of Surrenden; for in king James I.'s reign Edward Dering, gent. of Egerton, eldest son of John, the fourth son of John Dering, esq, of Surren den, who had married Thomas Brent's sister, was become possessed of it; and his only son and heir Thomas Dering, gent. in 1649, alienated it to William Codd, gent. (fn. 7) of Watringbury, who was succeeded in it by his son James Codd, esq. of Watringbury, who died s. p. in 1708, being then sheriff of this county, and being possessed at his death of this manor in fee, in gavelkind; upon which it came to the representatives of his two aunts, Jane, the wife of Boys Ore, and Anne, of Robert Wood, and they, in 1715, by fine levied, entitled Thomas Manley, and Elizabeth, his wife, to the possession of this manor for their lives, and afterwards to them in fee, in separate moieties. He died s. p. in 1716, and by will gave his moiety to John Pollard; on whose death s. p. it came, by the limitation in the above will, to Joshua Monger, whose only daughter and heir Rachael carried it in marriage to her husband Arthur Pryor, and they in 1750 joined in the sale of it to Mr. Richard Halford, gent. of Canterbury. The other moiety of this manor seems to have been devised by Elizabeth Manley above-mentioned, at her death, to her nephew Thomas Kirkby, whose sons Thomas, John, and Manley Kirkby, joined, in the above year, in the conveyance of it to Mr. Richard Halford above-mentioned, who then became possessed of the whole of it. He was third son of Richard Halford, clerk, rector of the adjoining parish of Liminge, descended from the Halfords, of Warwickshire, as appears by his will in the Prerogative-office, Canterbury, by which he devised to his several sons successively in tail, the estate in Warwickshire, which he was entitled to by the will of his kinsman William Halford, gent, of that county. They bear for their arms, Argent, a greybound passant, sable, on a chief of the second, three fleurs de lis, or. He died possessed of it in 1766, leaving by Mary his wife, daughter of Mr. Christopher Creed, of Canterbury, one son Richard Halford, gent. now of Canterbury; and two daughters, Mary married to Mr. John Peirce, surgeon, of Canterbury; and Sarah. In 1794, Mr. Peirce purchased the shares of Mr. Richard and Mrs. Sarah Halford, and he is now the present owner of this manor. He bears for his arms, Azure field, wavy bend, or, two unicorns heads, proper.
The manor OF Clavertigh is situated on the hills at the north-west boundary of this parish, next to Liminge, which antiently belonged to the abbey of Bradsole, or St. Radigund, near Dover, and it continued among the possessions of it till the 27th year of king Henry VIII. when by the act then passed, it was suppressed, as not having the clear yearly revenue of two hundred pounds, and was surrendered into the king's hands, who in his 29th year, granted the scite of this priory, with all its lands and possessions, among which this manor was included, with certain exceptions, however, mentioned in it, to archbishop Cranmer, who in the 38th year of that reign, conveyed this manor of Clavertigh, with lands called Monkenlands, late belonging to the same priory in this parish, back again to the king, who that same year granted all those premises to Sir James Hales, one of the justices of the common pleas, to hold in capite, (fn. 8) and he, in the beginning of king Edward VI.'s reign, passed them away to Peter Heyman, esq. one of the gentlemen of that prince's bedchamber who seems to have had a new grant of them from the crown, in the 2d year of that reign. He was succeeded by his eldest son, Ralph Heyman, esq. of Sellindge, whose descendant Sir Peter Heyman, bart. alienated the manor of Clavetigh to Sir Edward Honywood, of Evington, created a baronet in 1660, in whose descendants this manor has continued down to Sir John Honywood, bart. of Evington, who is the present possessor of it.
Charities.
Jonas Warley, D. D. gave by will in 1722, 50l. to be put out on good security, the produce to be given yearly in bread on every Sunday in the year, after divine service, to six poor widows, to each of them a two-penny loaf. The money is now vested in the vicar and churchwardens, and the produce of it being no more than 2l. 5s. per annum, only a three-halfpenny loaf is given to each widow.
Land in this parish, of the annual produce of 1l. was given by a person unknown, to be disposed of to the indigent. It is vested in the minister, churchwardens, and overseers.
Four small cottages were given to the parish, by a person unknown, and are now inhabited by poor persons. They are vested in the churchwardens and overseers.
Sir John Williams, by will in 1725, founded A CHARITY SCHOOL in this parish for six poor boys, legal inhabitants, and born in this parish, to be taught reading, writing, and accounts, to be cloathed once in two years; and one such boy to be bound out apprentice, as often as money sufficient could be raised for that use. The minister, churchwardens, and overseers to be trustees, who have power to nominate others to assist them in the management of it. The master has a house to live in, and the lands given to it are let by the trustees.
The poor constantly relieved are about seventy-five, casually fifty-five.
Eleham is within the ecclesiastical jurisdiction of the diocese of Canterbury, and deanry of its own name.
The church, which is dedicated to St. Mary, is large and handsome, consisting of three isles, the middle one having an upper range of windows, and one chancel, having a tower steeple, with a spire shast on it, at the west end, in which are eight bells, a clock, and chimes. Within the altar-rails is a memorial for John Somner, gent. son of the learned William Somner, of Canterbury, obt. 1695; arms, Ermine, a chevron voided. In the chancel a brass plate for Michael Pyx, of Folkestone, mayor and once high bailisf to Yarmouth, obt. 1601. Another for Nicholas Moore, gent. of Bettenham, in Cranbrooke; he died at Wingmer in 1577. In the middle isle a memorial for Captain William Symons, obt. 1674; arms, Parted per pale, and fess, three trefoils slipt. A brass plate for John Hill, dean and vicar of Eleham, obt. 1730. In this church was a lamp burning, called the light of Wyngmer, given before the year 1468, probably by one of the owners of that manor.
The church of Eleham was given by archbishop Boniface, lord of the manor of Eleham, and patron of this church appendant to it, at the instance of Walter de Merton, then canon of St. Paul's, and afterwards bishop of Rochester, to the college founded by the latter in 1263, at Maldon, in Surry. (fn. 9) After which the archbishop, in 1268, appropriated this church to the college, whenever it should become vacant by the death or cession of the rector of it, saving a reasonable vicarage of thirty marcs, to be endowed by him in it, to which the warden of the college should present to him and his successors, a fit vicar, as often as it should be vacant, to be nominated to the warden by the archbishop; otherwise the archbishop and his successors should freely from thence dispose of the vicarage for that turn. (fn. 10)
¶The year before this, Walter de Merton had begun a house in Oxford, whither some of the scholars were from time to time to resort for the advancement of their studies, to which the whole society of Maldon was, within a few years afterwards, removed, and both societies united at Oxford, under the name of the warden and fellows of Merton college. This portion of thirty marcs, which was a stated salary, and not tithes, &c. to that amount, was continued by a subsequent composition or decree of archbishop Warham, in 1532; but in 1559, the college, of their own accord, agreed to let the vicarial tithes, &c. to Thomas Carden, then vicar, at an easy rent, upon his discharging the college from the before-mentioned portion of thirty marcs: and this lease, with the like condition, has been renewed to every subsequent vicar ever since; and as an addition to their income, the vicars have for some time had another lease, of some wood grounds here, from the college. (fn. 11)
The appropriation or parsonage of this church is now held by lease from the warden and fellows, by the Rev. John Kenward Shaw Brooke, of Town-Malling. The archbishop nominates a clerk to the vicarage of it, whom the warden and fellows above-mentioned present to him for institution.
This vicarage is valued in the king's books at twenty pounds, (being the original endowment of thirty marcs), and the yearly tenths at two pounds, the clear yearly certified value of it being 59l. 15s. 2d. In 1640 it was valued at one hundred pounds per annum. Communicants six hundred. It is now of about the yearly value of one hundred and fifty pounds.
All the lands in this parish pay tithes to the rector or vicar, excepting Parkgate farm, Farthingsole farm, and Eleham-park wood, all belonging to the lord of Eleham manor, which claim a modus in lieu of tithes, of twenty shillings yearly paid to the vicar. The manor farm of Clavertigh, belonging to Sir John Honywood, bart and a parcel of lands called Mount Bottom, belonging to the Rev. Mr. Thomas Tournay, of Dover, claim a like modus in lieu of tithes.
After copying this from a Fleetline and using a new technique for printing and cutting I finally got to fit this today...
Well happy with the result... :)
Fitted with a experimental 2nd pantograph, 91114 "Durham Cathedral" pushes 1E18 14.00 Edinburgh to London Kings Cross service past Broad Fen Lane, Claypole on Sunday 25th May 2014.
For some reason I always had a bit of an affinity towards these cars, largely due to the fact that they seemed to be smiling with those light clusters. But much like the Maestro, it had purpose, it was innovative, and it was a car that refused to die!
The Austin Montego first started development life way back in 1977 under project code LC10 (Leyland Cars 10), as an intended replacement for the Morris Marina and the Princess. However, like many of the company's promising projects, such as the Maestro and the Metro, it was shelved for years on account of the fact that British Leyland ran out of money! After a corporate bailout by the British Government, the company chose instead to prolong the development of these cars and instead simply give the existing Marina and Princess a facelift, resulting in the Morris Ital and Austin Ambassador, both cars notable for being unimpressively bland masterpieces.
However, this delay did give British Leyland a chance to tie up with Honda, and in 1980 launched the Triumph Acclaim as both the first Japanese/British hybrid car, but also British Leyland's first consistently reliable product! The result was that both the simultaneously developed Austin Maestro and Montego could take some leaves out of Honda's book and therefore improve the reliability. Styling came from David Bache, who had previously had a hand in penning the Rover P4, the Rover SD1 and the Range Rover, and Roy Axe, who would later go on to style the Rover 800 and the Rolls Royce Silver Seraph. The lengthy development time of the car however clearly showed as the first sketches of the car were done back in 1975. Apparently when Roy Axe, who took over as Director of Design in 1982, saw the first prototype with the original design, he was so horrified that he suggested they scrap the whole thing and start over!
However, their combined design talent truly shows through with the Montego as in essence these are very handsome cars, with a long smooth body, a pleasing frontal alignment and design, and internally very capable and comfortable. Some novel features included were the colour coordinated bumpers that matched the rest of the car, and the wiper spindles hiding under the bonnet when parked.
Although many consider the Maestro just to be a hatchback version of the Montego, there were many features the Montego had that made it an all around better car. These included a new S-Series engine in place of the A-Series engine that dated back to the 1950's, and a more practical and robust dashboard. Variations of the car included the stylish and luxury Vanden Plas, which was styled internally by the world renowned coachbuilder with lavish wood veneer and seating (thankfully not given a chrome nose, that would have been insane!), the sporty MG Montego which featured a higher performance O-Series Turob Engine and a revolutionary synthesised computer voice that announced problems and warnings, and finally the Estate versions which were by far the most popular and received almost unanimous acclaim for their spacious interior.
The Montego was launched on April 25th 1984, being available at first as a 4-door saloon to replace the standard Morris Ital, but the Ital in estate form continued on until August, bringing an end to the 11 year old Morris Marina family. In October the Estate version was launched at the British International Motor Show. Initially things were looking up for the Montego, as mentioned the Estate version was lauded for its practicality, the MG Montego became the fastest MG ever built with 115hp to rocket it up to a top speed of 126mph at a rate of 0-60 in 7.1 seconds, and the Vanden Plas was a modest success for the business executive, as well as finding a home in the company car market.
Promotion for the car also helped to seal the deal with a fantastically choreographed advert where professional stunt driver Russ Swift, pretty much danced around a crowded car park in a Montego, doing reverse 180's in gaps only a few feet wide, and driving the car on two wheels through a gap only a ruler's length apart! Jeremy Clarkson would attempt to do the same thing 14 years later on one of his DVD's in another Montego, again with the help of Russ Swift, which went well the first time, but not so well the second, third, fourth, fifth, sixth or seventh time. Eventually the Montego was smashed in half by a large truck in a fiery explosion.
Sadly though, the honeymoon like with all good British Leyland cars was short lived, and soon afterwards the various faults and build quality problems became once again apparent. Although many of the features fitted to these cars such as the synthesised voice, the computer engine management and the redesigned dashboard were endearing, the main fault that these cars had were in the electrics, which would frequently go wrong. Some examples I've heard from early Montego owners have included the car failing to start, pressing the indicator switch only to blow the horn, or the synthesised talking lady never, ever, ever shutting up! Because of these problems the cars built up a very quick and poor reputation, added to by the poor construction of the actual car, with the colour coded bumpers being particularly problematic as they'd crack in cold weather.
But British Leyland didn't give up on the Montego, and in the background designers continued to tinker with the idea of further additions and changes to the car. Throughout the period following its introduction, British Leyland began to be broken up by the Thatcher Government, with Jaguar being made independent, the various parts manufacturers such as UNIPART being sold off, Leyland Trucks and Buses being sold to Volvo and DAF, and eventually the whole outfit being reduced to just MG and Rover. The Montego has been credited with being the last car to carry the Austin name, the badge being dropped in 1988 with future cars simply being dubbed the Montego. This coincided with a facelift in 1989 and the re-engineering of the car to be fitted with a Perkins Diesel. In 1989 a new seven-seater estate model was created called the Montego Countryman, built to combat the rising trend of People-Carriers such as the Renault Espace, but still being able to perform as well as a regular car. This, much like the original estate, proved immensely popular, especially in France for some reason, which went on to be one of the Montego's major markets.
In the early 90's the Montego did start getting back some reputation, winning the CAR Magazine's 'Giant Test' (all technical names I'm sure) when competing against the likes of the Citroen BX and the Audi 80. In fact the Rover Montego Turbo became a favourite with the RAF, and was used to whisk Officers across airfields as a personal transport. The Montego may have failed to outdo the Volkswagen Passat, but as for the British mob such as the Ford Sierra and the Vauxhall Cavalier, it was able competition. In fact when I was young in the 90's a lot of kids I'd see dropped off to school would be in then new Montego's because by this point the reliability issues had been ironed out following Rover Group's return to private ownership under British Aerospace.
But by 1992 the car was very much looking its age and was in desperate need of a replacement. In 1993 the Rover 600 was launched which pretty much ended the Montego for mass-production then and there, but special orders for the car continued until 1995. The machines continued to be a favourite among Company Car firms, and a lot of the developments made in the Montego lived on in later Rover cars, primarily the 600 and the 75, which inherited its rear suspension which was often held in high regard. But the curtain did eventually fall for the official Montego production in 1995 as new owners BMW desired nothing more than to be out with the old and in with the new, with facelifts all around including a new Rover 25 to replace the 200, a new Rover 45 to replace the 400, and a new Rover 75 to replace the 800, and the original Range Rover was revamped into the absolutely magnificent Range Rover P38 in 1995. The Maestro too was axed and the Metro followed not long afterwards in 1999, with the classic Mini being killed off in 2000, only to be brought back to life the same year under BMW management after the breakup of Rover that year.
But like the Maestro, the Montego simply wouldn't die, but unlike the Maestro, attempts to revive the car under bootlegged brands weren't as prosperous. In India, the company Sipani Automobiles, notable for attempting to recreate British cars such as the Reliant Kitten but instead consistently turning out garbage, attempted to built a few, but folded soon afterwards. In Trinidad & Tobago, a small firm attempted to sell their own copycat versions of the Montego, which were notable for their exceptional poor quality. But most famously was the attempt to recreate the car in China with the Lubao CA 6410, which yoked the nose of a Montego onto the back of a Maestro using a Maestro platform. Today that car is technically still in production as the Jiefang CA 6440 UA Van, but owes more to the Maestro than the Montego.
Today the Montego is a very rare car to find. Of the 571,000 cars built, only 296 remain, making it Britain's 8th most scrapped car. Contributing to this, areas of the bodywork that were to be covered by plastic trim (such as the front and rear bumpers) were left unpainted and thus unprotected. In addition, pre-1989 models cannot run on unleaded petrol without the cylinder head being converted or needing fuel additives.
However, as mentioned, the Montego estate was a huge hit in France, and chances are you'll find a fair number ambling about the countryside there. Malta too was another popular locale for the Montego, as well as many other British Leyland cars, including Marina's, Allegros and even Princesses!
My opinion on the Montego? Like most British Leyland cars it had prospects and purpose, but lacked the desire to build good, honest cars. It was comfortable, it was handsome, it performed as well as a family saloon car should, it was spacious and very well equipped, and like many British Leyland cars, such as the Princess with its Hydragas suspension, it was innovative. If these cars had been built better and had some of the teething problems ironed out with the electrical systems, then British Leyland could have easily gone on to make the family car of the 1980's. But like all pathfinders in the world of technology, they will suffer the full brunt of the problems they are most likely to experience.
People rarely remember the originals, only the one's that perfected it...
I glued the parts of the lens back together again on a C-mount extension tube which fitted nicely. I decided to glue because the screws are so impossible tiny that I gave up after a few attempts.
As you can see it's a miniscule lens, much smaller than a Kodak film box.
see my album: www.flickr.com/photos/leo_roos/albums/72157671384998430
photo made with: a7 + Volna 9 (50/2.8 macro)
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